WO2014019576A2 - Procédé permettant de décoller un embrayage humide d'un véhicule automobile à basses températures - Google Patents

Procédé permettant de décoller un embrayage humide d'un véhicule automobile à basses températures Download PDF

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Publication number
WO2014019576A2
WO2014019576A2 PCT/DE2013/200047 DE2013200047W WO2014019576A2 WO 2014019576 A2 WO2014019576 A2 WO 2014019576A2 DE 2013200047 W DE2013200047 W DE 2013200047W WO 2014019576 A2 WO2014019576 A2 WO 2014019576A2
Authority
WO
WIPO (PCT)
Prior art keywords
gear
clutch
transmission
internal combustion
combustion engine
Prior art date
Application number
PCT/DE2013/200047
Other languages
German (de)
English (en)
Other versions
WO2014019576A3 (fr
Inventor
Andreas GÖTZ
Jens Kramer
Original Assignee
Schaeffler Technologies AG & Co. KG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Schaeffler Technologies AG & Co. KG filed Critical Schaeffler Technologies AG & Co. KG
Priority to CN201380038509.9A priority Critical patent/CN104583580B/zh
Priority to DE112013003779.3T priority patent/DE112013003779A5/de
Publication of WO2014019576A2 publication Critical patent/WO2014019576A2/fr
Publication of WO2014019576A3 publication Critical patent/WO2014019576A3/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/192—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine
    • B60W30/194—Mitigating problems related to power-up or power-down of the driveline, e.g. start-up of a cold engine related to low temperature conditions, e.g. high viscosity of hydraulic fluid
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/48—Signals to a parking brake or parking lock; Control of parking locks or brakes being part of the transmission
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/16—Ratio selector position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/184—Preventing damage resulting from overload or excessive wear of the driveline
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/192—Power-up or power-down of the driveline, e.g. start up of a cold engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/06—Introducing corrections for particular operating conditions for engine starting or warming up
    • F02D41/062—Introducing corrections for particular operating conditions for engine starting or warming up for starting
    • F02D41/064—Introducing corrections for particular operating conditions for engine starting or warming up for starting at cold start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors

Definitions

  • the invention relates to a method for breaking a wet-running clutch of a motor vehicle at low temperatures, in which the wet-running clutch transmits a rotational movement of an internal combustion engine via a transmission, preferably a dual-clutch transmission, to an output of the motor vehicle, wherein at low temperatures, a cold start of the internal combustion engine is performed ,
  • Couplings which are operated for cooling purposes in a fluid, preferably a hydraulic medium such as oil, and are therefore referred to below as wet-running clutches.
  • a synchronization unit is present, which is loaded during synchronization of the rotational speed of a crankshaft driven by the engine with a speed of a gear wheel when inserting the gear on the one hand by masses to be accelerated and the differential speed at the synchronization unit.
  • the synchronization unit must also overcome the drag torque in the transmission.
  • the drag torques of the gearbox in turn are strongly determined by the drag torque of the clutch in the cold.
  • An extreme case is the first-time synchronization of a gear after a cold start of the engine.
  • the clutch plates are literally glued by the fluid, so that the actually open clutch plates of the clutch are rigidly interconnected. Such a connection must be torn loose by the synchronization unit.
  • this Losr explicatmomente are required, which amount to a multiple of the drag torque at differential speed in the clutch.
  • a synchronization unit can quickly reach its performance limits and must therefore be dimensioned accordingly. Even if the friction cone of the synchronization unit is sufficiently dimensioned, it can come when switching the gear to extremely high switching forces, since even after reaching the synchronous speed for a few seconds, a high clutch drag torque acts on the synchronization unit.
  • a fluid system in which the toughness of the cooling oil, in which the clutch moves, is overcome by a preheat of the cooling oil during a cold start of the motor vehicle, so that the cooling oil again achieved its suppleness and can be dispensed with large Losbrechmomente the synchronization unit to activate the clutch.
  • a heater allows a smooth start of the motor vehicle, but delays the start of the motor vehicle by the heating of the cooling oil.
  • the invention is therefore based on the object to provide a method for breaking a wet-running clutch of a motor vehicle at low temperatures, in which without additional preparation time the motor vehicle can be started waiving high loads on the synchronization unit.
  • an engine generates a breakaway torque for the open clutch.
  • the use of an engine allows a reliable cold start of the engine at any time, since the engine can produce a sufficiently large breakaway torque even at low ambient temperatures.
  • the wet-running clutch is reliably activated even at low temperatures, so that a torque of the engine can be easily transferred to the wheels of the motor vehicle.
  • An additional time-consuming treatment of the cooling oil can be omitted. The motor vehicle is thus ready to start at any time.
  • an electric motor in particular a starter, or a hybrid motor is used, which generate the breakaway torque for the clutch by activating the internal combustion engine.
  • the use of the starter present at the start of the internal combustion engine in the motor vehicle represents a very cost-effective option for breaking the wet-running clutch, since the components present in the motor vehicle are used.
  • the breakaway torque is generated during the cold start of the internal combustion engine at an engaged gear in the transmission, wherein the gear of the transmission is engaged in particular before the cold start of the internal combustion engine.
  • a gear which corresponds to a switched synchronization unit
  • the clutch disc connected to the transmission is to be activated at low temperatures Clutch held in position while the internal combustion engine is started by the engine, preferably the starter.
  • the engine speed is identical to the differential speed in the clutch because the first clutch disk held by the transmission over the engaged gear has a zero speed while the second clutch disk , which is connected to the internal combustion engine having the speed of the internal combustion engine.
  • the breakaway torque does not have to be applied by the synchronization unit in this case.
  • the synchronization unit does not have to overcome any additional or excessive drag torques.
  • the breakaway torque is realized during cold start of the internal combustion engine solely by the starter.
  • the last engaged before parking the motor vehicle gear is maintained in its position. This requires a change in the shift strategy, since instead of usual, when stopping the vehicle all synchronizations increase, the last engaged gear remains engaged. Nevertheless, the solution is a very cost-effective and easy-to-set method, since this can only be achieved by a single change in the shift strategy of the transmission.
  • the engaged gear is locked in its position.
  • Locking ensures that the engaged gear can not jump out when the internal combustion engine starts cold.
  • the parking position is engaged when using an automatic transmission for locking the gear. Due to a mechanical locking of the transmission in the park position, the motor vehicle is secured against rolling away.
  • a spring-ramp detent is used for a mechanical synchronization unit of the transmission for locking the gear.
  • a spring-ramp detent fixes the teeth of the mechanical synchronization unit in a predetermined position, so that even in this embodiment, the inserted gear remains in its position.
  • a self-locking gear is used for locking the gear in an electromechanical actuation of the transmission.
  • a transmission is always then self-locking, if it can be driven only via the drive shaft of the engine but not via an output shaft.
  • the electromechanical or the electro-hydraulic actuation is energized during the starting process for locking the gear. This energization ensures that the gear engaged by the electromechanical actuation, for example a spindle drive, is always pressed into the position occupied by the latter, so that slipping out of the gear is prevented.
  • the gear is designed independently of the operating state of the internal combustion engine. This is particularly important when the motor vehicle is to be towed at idle when not running internal combustion engine or an electrical start should be in another gear, as may occur, for example, in hybrid vehicles.
  • Figure 1 Schematic representation of a drive train of a motor vehicle with a
  • FIG. 2 shows a synchronization unit of a dual-clutch transmission according to FIG. 1
  • FIG. 3 shows a hydraulic power pack for a dual-clutch transmission according to FIG. 1
  • FIG. 1 shows a schematic diagram of a drive train 1 of a motor vehicle with a dual-clutch transmission.
  • a drive unit in the form of an internal combustion engine 2 is connected via a crankshaft 3 with the dual-clutch transmission, which will be described in more detail below.
  • the dual-clutch transmission consists of two sub-trains.
  • the first sub-line has a first sub-transmission clutch 4, which leads to a first sub-transmission line 9.
  • the internal combustion engine 2 is also connected via the crankshaft 3 to a second drive train, which comprises a second partial transmission clutch 5, which leads to a second partial transmission line 8.
  • the two sub-gear trains 8, 9 are guided via an axle differential 10 to a drive axle 1 1 of the motor vehicle.
  • a starter 12 is also mechanically connected to the engine 2.
  • the first sub-transmission train 9 comprises the odd gears, such as 1, 3, 5, while the second sub-transmission train
  • the dual-clutch transmission is an automatic transmission in which these two sub-transmission lines 8, 9 are likewise controlled by the control unit 13.
  • the gear to be shifted is first engaged in the load-free partial transmission train 8, 9. Then, the partial transmission clutch 4, 5 of the load-free sub-transmission line 8, 9 is closed and the second sub-transmission clutch 4, 5, which the second sub-transmission line 8,
  • the partial transmission clutches 4, 5 surrounded by a cooling oil, which is contained in a non-illustrated, so-called oil sump of the motor vehicle.
  • This cooling oil serves to reduce the temperature of each switching partial transmission clutch 4, 5, which increases due to friction forces occurring, reduce. Especially at lower ambient temperatures, the cooling oil assumes a certain viscosity, which can lead to the gluing of the disks of the clutch disks of the respective partial transmission clutches 4, 5.
  • the starter 12 which is designed as an electric motor used.
  • the parking position P is set when using an automatic transmission when the motor vehicle is stopped in order to lock the dual-clutch transmission.
  • the last set gear in one of the sub-transmission line 8, 9 remains inserted. This is usually the first gear.
  • the gear is shifted via a synchronization unit 14, as shown in FIG. 2, which is a component of each of the sub-transmission lines 8, 9.
  • the circuit of the synchronization unit 14 is effected by the control of a gear actuator not shown by a signal of the control unit thirteenth
  • the breakaway torque for one of the partial transmission clutch 4 or the partial transmission clutch 5 is applied by the starter 12 at the start of the starting process of the internal combustion engine 2.
  • the crankshaft 3 of the internal combustion engine 2 is set in motion by the starter 12 by meshing a starter ring gear, not shown in detail, with the crankshaft 3.
  • the starter 12 of the internal combustion engine 2 and thus the crankshaft 3 is set in motion whereby the second clutch disc of the respective partial transmission clutch 4, 5 is set in rotary motion.
  • 2 forces are released automatically during the starting process of the internal combustion engine, causing a breakaway of the partial transmission clutches 4 or 5.
  • Sliding sleeve 16 is formed.
  • the sliding sleeve 16 is arranged on a synchronous carrier body 17 which is positively connected to a transmission shaft 18 ( Figure 2).
  • the synchronization unit 14 has the function of controlling the rotational speed of the internal combustion engine 2 of the rotary engine. number of the respective sub-transmission line 8 or 9.
  • a synchronizer ring 19 which is the sliding sleeve 16 upstream, a friction between a ratchet wheel 20 and the transmission shaft 18 is generated. Through this friction, the speed equalizes until the sliding sleeve 16 engages.
  • the body 21 of the partial transmission clutch 4 or 5 in this case has an undercut to receive the sliding sleeve 17.
  • the sliding sleeve 16 has, as an alternative to the toothing 15, a spring-ramp detent which also ensures that the gear already engaged during the starting process of the internal combustion engine 2 can not pop out.
  • Another variant consists in the use of a self-locking gear, in particular when the sub-transmission line 8, 9 are actuated electromechanically.
  • energization of the electromechanical actuation or of an electro-hydraulic power pack during the starting phase of the internal combustion engine 2 is also possible. The energization ensures that the inserted gear is always pressed into the position once taken and is therefore firmly locked.
  • An electro-hydraulic power pack 22 is shown in FIG.
  • An electrohydraulic powerpack is an alternative solution to an electromechanical gear actuator of the dual clutch transmission.
  • the Powerpack 22 is integrated as a unit without expensive connecting elements such as hoses and cables in the dual-clutch transmission.
  • a plate-spring-based pressure accumulator 23 for providing the hydraulic fluid for moving the dual-clutch transmission is installed.
  • On the control plate 24 valve seats 25, 26 and 27 are arranged directly.
  • a rotary valve 28 takes over the selection function of the gear actuator not shown.
  • the synchronization of the synchronization unit 14 can be re-designed, regardless of whether the engine 2 is running or not, which is particularly important for towing the motor vehicle when the internal combustion engine is not running or an electric start in another gear, which often occurs especially in hybrid vehicles.
  • the solution described has the advantage that at low ambient temperatures for a short time, very high drag torques in the partial transmission clutch 4, 5 are not applied by the synchronization unit 14 but by the starter 12. Since the starter 12th Part of each motor vehicle, eliminating design changes to the synchronization unit 14 and to the partial transmission clutches 4, 5, whereby costs are reduced.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Hybrid Electric Vehicles (AREA)
  • Arrangement Of Transmissions (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

L'invention concerne un procédé permettant de décoller un embrayage humide d'un véhicule automobile à basses températures. Selon le procédé, l'embrayage humide transmet un mouvement de rotation d'un moteur à combustion interne par l'intermédiaire d'une transmission, de préférence d'une transmission à double embrayage, à une sortie du véhicule automobile, un démarrage à froid du moteur à combustion interne étant effectué à basses températures. Selon le procédé permettant qu'un décollement de l'embrayage s'effectue sans modification de conception au niveau d'une unité de synchronisation et/ou au niveau des embrayages, un moteur produit un couple de décollement pour l'embrayage ouvert.
PCT/DE2013/200047 2012-08-02 2013-07-15 Procédé permettant de décoller un embrayage humide d'un véhicule automobile à basses températures WO2014019576A2 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
CN201380038509.9A CN104583580B (zh) 2012-08-02 2013-07-15 用于在低温下分离机动车辆的湿式离合器的方法
DE112013003779.3T DE112013003779A5 (de) 2012-08-02 2013-07-15 Verfahren zum Losbrechen einer nasslaufenden Kupplung eines Kraftfahrzeuges bei tiefen Temperaturen

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102012213661 2012-08-02
DE102012213661.4 2012-08-02

Publications (2)

Publication Number Publication Date
WO2014019576A2 true WO2014019576A2 (fr) 2014-02-06
WO2014019576A3 WO2014019576A3 (fr) 2014-03-27

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Application Number Title Priority Date Filing Date
PCT/DE2013/200047 WO2014019576A2 (fr) 2012-08-02 2013-07-15 Procédé permettant de décoller un embrayage humide d'un véhicule automobile à basses températures

Country Status (3)

Country Link
CN (1) CN104583580B (fr)
DE (2) DE102013213751A1 (fr)
WO (1) WO2014019576A2 (fr)

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CN106585610B (zh) * 2016-11-21 2019-02-26 浙江吉利控股集团有限公司 一种动力源冷启动控制***及方法
DE102017128817A1 (de) 2017-12-05 2019-06-06 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Starten eines Verbrennungsmotors mittels eines Elektromotors
DE102019130482B3 (de) * 2019-11-12 2020-11-12 Audi Ag Verfahren zum Betreiben eines Doppelkupplungsgetriebes eines Kraftfahrzeugs sowie Kraftfahrzeug

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DE102009053040A1 (de) 2008-11-24 2010-05-27 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Fluidsystem

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DE50112464D1 (de) * 2001-01-12 2007-06-14 Zf Sachs Ag Kraftfahrzeug mit einem mehrfach-Kupplungseinrichtung aufweisenden Antriebsstrang
DE10148424A1 (de) * 2001-01-12 2002-07-18 Zf Sachs Ag Kraftfahrzeug mit einem eine Mehrfach-Kupplungseinrichtung aufweisenden Antriebsstrang
JP4012759B2 (ja) * 2002-03-29 2007-11-21 本田技研工業株式会社 車両用変速機
JP4163479B2 (ja) * 2002-09-26 2008-10-08 トヨタ自動車株式会社 複数クラッチ式変速機の出力軸ロック装置
DE102006001272B4 (de) * 2006-01-10 2018-08-16 Continental Automotive Gmbh Antriebsstrang für einen Vollhybrid-Antrieb sowie Verfahren und Mittel zum Betreiben des Antriebsstrangs
GB0721262D0 (en) * 2007-10-30 2007-12-05 Ford Global Tech Llc A method for heating the oil of an engine
DE102009043243A1 (de) * 2008-10-30 2010-05-06 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Verfahren zum Betreiben eines Antriebsstranges und Antriebsstrang

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DE102009053040A1 (de) 2008-11-24 2010-05-27 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Fluidsystem

Also Published As

Publication number Publication date
DE112013003779A5 (de) 2015-05-21
DE102013213751A1 (de) 2014-02-06
CN104583580B (zh) 2018-02-23
CN104583580A (zh) 2015-04-29
WO2014019576A3 (fr) 2014-03-27

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